Railway car coupler



March 3, 1964 F; c. KULIEKE RAILWAY CAR COUPLER 3 Sheets-Sheet 1 Filed NOV. 9, 1961 INVENTOR. J/Ze/ubg BY wfiwzgka dgi Z I March 3, 1964 F. c. KULIEKE RAILWAY CAR COUPLER 3 Sheets-Sheet 2 Filed Nov. 9, 1961 INVENTOR.

@Zneasx BY A WM A $4 W aff fi March 3, 1964 F. c. KULIEKE RAILWAY CAR COUPLER 3 Sheets-Sheet 3 Filed Nov. 9, 1961 xw /wg United States Patent 3,123,227 RAEJWAY CAR COUPLER Frederick C. Kulieke, Aliiance, ()hio, assignor to Ainstcd Industries Incorporated, Chicago, 11L, a corporation of New Jersey Filed Nov. 9, 1961, Ser. No. 151,3ti9 6 Ciaiins. (Cl. 213-87) This invention relates to couplers, and more particularly to coupler arrangement for pivotally interconnecting railway cars.

An object of my invention is to provide a non-automatic coupling arrangement which can be readily assembled or disassembled manually and which will permit both horizontal and vertical angling, as well as vertical offset between intercoupled cars to compensate for the difference in height between light and loaded cars.

An important object of my invention is to provide a means to permit buffing forces between adjacent cars to be transmitted through the connection casting rather than through the retaining means.

A further object is to provide a means to align coupler engaging means during coupling operations.

Other objects and advantages will be apparent to those skilled in the art from the following description and the accompanying drawings in which:

FIGURE 1 is a side view showing a coupler housing used on one railway car and also the connector bar attached thereto that interconnects with the coupler housing on the adjacent railway car.

FIGURE 2 is a top view of the arrangement of FIG- URE 1.

FIGURE 3 is a side view showing the total assembly of the couplers as used between two adjacent cars during draft condition with no angling or vertical offset present.

FIGURE 4 is a side view similar to FIGURE 3 except showing maximum vertical angling.

FIGURE 5 is a top View showing the assembly of the joined coupler heads with maximum horizontal angling between them.

FIGURE 6 is a side view of two joined coupler heads illustrating maximum vertical offset therebetween.

Referring now to the drawings and to FIGURES 1 and 2 in particular, wherein for the purpose or" illustration is shown a preferred embodiment of my invention, the numeral 10 designates a coupler shank having a head 12 with a cavity 14 open at the forward end 16 of the head 12. The cavity 14 has curvilinear convex shaped side walls 18, and 20, top wall 22 and bottom wall 24. A rear wall 26 has a curvilinear concave surface. The top surface 28 of the head 12 may be provided with upper rib sections 30 along the outer edges thereof, substantially parallel to the longitudinal axis AA of the coupler and extending from an end flange 32 rearwardly to the end of head 12. The rearward ends of the ribs 3t) may be spanned transversely by an end rib 34. A web 36 extending forwardly, generally centrally of the end rib 34, to the housing head 12 may be provided. The bottom surface 38 of the head 12 may be provided with lower rib sections 40 along the outer edges thereof, preferably parallel to the longitudinal axis A-A of the coupler extending from the end flange 32 rearwardly to the end of the head 12. The ribs are provided to give additional strength to the head 12 against buffing and draft forces while in service. An abutment surface 42 is provided on the forward end of the head for contact with the adjacent coupler during bufling action. A first substantially cylindrical opening 44 extends through the side wall 18 of the head 12, said opening being positioned generally centrally between end flange 32 and the rear wall 26 of the cavity 14. The axis BB of said opening preferably intersects and is perperdicular 3,123,227 Patented Mar. 3, 1964;

to the longitudinal axis A-A of the coupler as shown to allow draft forces between two aligned railway cars to act along the axis A-A and through the axis BB of said opening. The opening 44 may be provided with a concentric boss 46 to strengthen the housing side wall 18 during draft. Retainer lugs 43 are formed on the side wall 18 or on boss 46, said lugs being horizontally disposed and vertically aligned above and below opening 44. Vertically aligned substantially cylindrical openings 5t) are formed centrally through lugs 48. A second substantially cylindrical opening 52 is formed in the side wall 20 diametrically opposite cylindrical opening 44. Opening 52 may be provided with a cylindrical boss 54 to strengthen the side wall 20 during draft. A pin stop 56 is formed on boss 54 or side wall 20 to partially enclose the end of the cylindrical opening 52.

A connector bar 58 is retained within cavity 14 by means of a connection pin 60, said pin being adapted to be journalled in cylindrical openings 44 and 52.

A retainer pin 62 is journalled in aligned openings 50 to prevent withdrawal of connector pin 6%. The retainer pin preferably has a horizontally disposed lug 64 formed at one end thereof to prevent the pin from dropping out through aligned openings 50. A horizontally disposed opening 66 is provided at the opposite end of the retainer pin 62 adapted to receive a cotter pin 68.

Connector bar 58 is substantially symmetrical about its vertical axis C-C, each half being adapted to be received Within a coupler head. The bar 58 has spaced substantially parallel sides 79. The ends 72 of the connector bar 53 are generally of convex shape adapted to be in proximity with the rear wall 26 when fully engaged into the cavity 14. The symmetrical top and bottom bearing surfaces 74 of each half of the connector bar 58 are preferably formed in an arcuate shape resulting in the ends thereof having a lesser height than the center portion. A horizontally disposed slot type opening 76 in each half of the connector bar 58 is centrally aligned along the lon gitudinal axis of said bar. This slot type opening 76 is adapted to receive connector pin 60 permitting horizontal movement of the connector bar 58 with respect to the head 12 for a distance equal to the slotted opening offset.

A prybar opening 73 is provided through the side wall 18 to communicate with the rearward portion of cavity 14. An associated prybar (not shown) adapted to be received within opening 78, is positioned therein to prevent the outward end of connector bar 58 from pivoting downward around connection pin 60, thereby facilitating coupling operations of the railway cars. As shown in FIGURE 3, by so using the prybar, the other end of connector bar 58 may be raised within the cavity 14 of the adjacent head 12 to align its cylindrical opening 44 with slot type opening 76 permitting insertion of the second connection pin 60.

As best seen in FIGURE 3, during draft conditions the rearward cylindrical surfaces 80 of connection pins 60 are in abutment with the connector bar rearward surface 82, permititng a spaced relationship between adjacent abutment surfaces 42 of the coupler heads 12.

During buff conditions, the abutment surface 42 of one coupler is in contact with the corresponding surface of the other. Connector bar 58 is of such length and each cavity 14 is of such depth that no buffing forces are encountered between either of the ends '72 of the connector bar and the adjacent rear walls 26 in the cavity 14. Also the width of the slot type opening 76 is such that buffing forces are not encountered between the forward surface 84 of connection pin 60 and the corresponding slotted hole forward surface 86 of connector bar 58.

Maximum vertical angling of one coupler with respect to the other is shown in FIGURE 4. Coupler heads 12,

also

being pivotally connected to the assembly by connection pin oil, will permit rotation of the heads 12 with respect to their associated connector bar 53. The maximum angle occurs when either the upper or lower edges of surfaces 42 are in abutting relation and each of the rearward cylindrical surfaces it of connection pins on is in abr ment with the connector bar rearward surfaces 32'.

\faximum horizontal angling of one coupler with respect to the other is shown in FIGURE 5. The slot type opening 76 permits connector bar 58 to be angled with respect to its normal position of being perpendicular to the longitudinal axis of connection pin so. Engagement of the corresponding edges of abutment surfaces on one side of the adjacent couplers togetl er with engagement of a portion of rearward surfaces fill of conn ctor pin so and connector bar rearward surfaces 32 on the other side of the coupler limit the horizontal rotation of the coupler.

Slot type opening in is of such length that forward sur face 86 of connector bar 53 and the corresponding forward surface 84 of the connection pin will not encounter buffing forces throughout any angle of vertical or horizontal angling of the coupler.

Vertical offset between the couplers of two unequally loaded cars is shown in Fl'GURE 6. The couplers are shown in maximum vertical offset position which is limited by engagement of the arcuate surfaces 74 of connector bar with the rearward portion of the bottom wall 2 and the forward portion of the upper wall 22 in the cavity of the lower coupler and by engagement of the arcuate surfaces '74 with the forward portion of the bottom wall 24 and the rearward portion of top wall 22 in the cavity of the higher coupler.

it will, of course, be understood that various modifications may be made in the details and arrangement of this coupler without departing from this invention as set forth in the claims.

I claim:

1. A railway car coupler comprising: a shank having a head formed at its forward end, said head having a cavity therein open at the forward end thereof, said head having an abutment surface at its forward end, said head having a connection pin horizontally disposed within said cavity and extending perpendicular to the longitudinal axis of said shank, said connection pin passing centrally beween said abutment surface and rearward surface of said cavity and between the upper and lower walls of said cavity, and a connector bar having two similar portions outwardly from the center thereof adapted to have one portion thereof retained within said cavity by said connection pin and the other portion extending from said cavity and receivable by an adjacent coupler head, each of said portions of said connector bar having a horizontally disposed slotted opening centrally therein forming a hearing surface, said connector bar allowing horizontal movement with respect to said connection pisaid connector bar being shorter than the combined depth of the adjacent coupler cavities so that the abutment surfaces of adjacent coupler heads will engage before the ends of said connector bar abut wi h the rearward surfaces of said cavities during buff conditions, said head being rotatable in a horizontal plane with respect to an adjacent coupler, rotation being limited by engagement of adjacent portions of said abutment surfaces and adjacent heads together with engagement of a portion of the rearward surfaces of said connection pin against the rearward surface of said bearing surface, said head being rotatable in a vertical direction, rotation being limited by engagement of corresponding portions of said abutment surfaces of adjacent heads along with engagement of the rearward surface of said connection pin against the rearward portion of said elongated bearing surface, said head providing compensation for vertical offset between coupler heads, offset being limited by engagement of the bottom of said connector bar with said bottom wall of said cavity rearwardly of said connection pin and engagement of the top of said connector bar with the top wall of said cavity forwardly of said connection pin in the lower coupler, and by engagement of the opposite end of said connector bar within the adjacent coupler head wherein the top of said connector bar is in engagement with the top wall of said cavity rearwardly of said connection pin and by engagement of the bottom of said connector bar with the bottom wall of said cavity forwardly of said connection pin in the upper coupler.

2. In a railway coupler, a shank having a head formed thereon, said head having a cavity therein open at the forward end thereof, said head having an abutment surface on its forward end, said head having a pivot pin within said cavity extending perpendicular to the longitudinal axis of said shank, said pivot pin passing centrally through said cavity, and a connector bar having W0 similar portions outwardly from the center thereof adapted to have one portion thereof retained within said cavity by said pivot pin and the other portion extending from said cavity receivable by an adjacent coupler head, each of said portions of said connector bar having a horizontally disposed slotted opening centrally therein forming bearing surfaces, said connector bar being movable with respect to said pivot pin, movement being limited by contact of said pivot pin with the forward and rearward portions of said bearing surface, said connector bar having said slotted openings so spaced that the forward portion of said slotted bearing surface does not contact with said pivot pin before said abutment surfaces engage during buff so that said pivot pin absorbs no part of the buffing force, said head being rotatable in a vertical plane with respect to an adjacent coupler by rotation of said connector bar on said pivot pin, said coupler providing compensation for vertical offset between coupler heads by rotation of said connector bar with respect to each connector pin and by relative movement between said connector pin and connector bar.

3. In a railway coupler, a shank having a head formed thereon, said head havin a cavity therein open at the forward end thereof, said head having an abutment surface thereon, a connector bar having two similar portions outwardly from the center thereof and adapted to have one portion retained within said cavity and the other portion extending from said cavity and receivable by an adjacent coupler head, connection means adapted to retain said connector bar, within said cavity, said connection means permitting the outward end of said connector bar to be moved radially and also axially inwardly and outwardly from said cavity whereby adjacent couplers will permit horizontal and vertical angling thercbetween, said head having an aperture in one side thereof adapted to receive a prybar to position said connector bar to facilitate coupling operations.

4. A coupler having a head at the forward end thereof, said head having a cavity formed at the outer end thereof, a bufilng surface at said outer end contacting with an adjacent head during buffing action, a connection bar having one end adapted to be journalled within said cavity and the other end of said connector bar adapted to be journalled within an adjacent coupler cavity, connection means in said head to pivotally support said connector bar, retaining means to retain said connection means in said head, said retaining means being readily removable to facilitate removal of said connection means and connector bar, said head having an aperture in one side thereof adapted to receive a prybar to position said connector bar to facilitate coupling operations.

5. A coupler having a head at its forward end, said head having an opening therein, a buifing surface on the forward surface of said head, a connection pin journalled in said head, readily removable retaining means to retain said connection pin in said head, a connector bar having one end pivotal ly connected to said connector pin and having its opposite end adapted to be pivotally connected to a connector pin of an adjacent coupler, said head having an aperture in one side thereof adapted to receive a tool to move said bar to facilitate coupling operation.

6. In a railway coupler, a shank having a head formed thereon, said head having a cavity open at its forward end, said cavity having curvilinear convex first and second side walls, top and bottom walls and also a curvilinear concave rear wall, said head having an abutment surface on the forward end thereof completely surrounding said cavity, a connector pin journalled in said head, and a connector bar adapted to have one portion thereof retained within said cavity by said connector pin and another portion extending from said cavity receivable by an adjacent coupler housing, said connector bar being symmetrical outwardly from the center thereof, each of said portions of said connector bar comprising parallel side walls, top and bottom walls having symmetrical bearing surfaces formed in an arcuate shape wherein the ends are of lesser height than the center portion, and outer ends having a convex surface, each of said portions of said connector bar having a horizontally disposed slotted opening therein forming a bearing surface, said connector bar being adapted to be retained within said cavity by said connection pin and allowing horizontal movement with respect to said connection pin, said connector bar being of such length that said abutment surface on said head will engage the abutment surface of the adjacent coupler head before said convex ends thereof can abut with the concave rear walls Within the respective coupler cavities during buff conditions, said head being rotatable in a hori zontal plane, rotation being limited by engagement of adjacent edges of said abutment surfaces on one side thereof of adjacent heads along with engagement of a portion of the rearward surface of said connector pin against the rearward surface of said bearing surface, said head being rotatable in a vertical direction, rotation being limited by engagement of corresponding portions of said abutment surface of adjacent heads along with engagement of the rearward surface of said connector pin against the rearward surface of said bearing surface, said head providing compensation for vertical offset between coupler heads, offset being limited by engagement, in the lowermost coupler, of said arcuate surface on the lower side of said connector bar with said convex bottom wall and engagement of the forward portion of said upper arcuate surface and the forward portion of said upper wall, and by engagement, in the uppermost coupler, of the rearward portion of the upper arcuate surface with the rearward portion of said convex upper wall and engagement of said lower arcuate surface with the forward portion of said convex lower wall.

Sweden Aug. 9, 1919 England June 20, 1951 

1. A RAILWAY CAR COUPLER COMPRISING: A SHANK HAVING A HEAD FORMED AT ITS FORWARD END, SAID HEAD HAVING A CAVITY THEREIN OPEN AT THE FORWARD END THEREOF, SAID HEAD HAVING AN ABUTMENT SURFACE AT ITS FORWARD END, SAID HEAD HAVING A CONNECTION PIN HORIZONTALLY DISPOSED WITHIN SAID CAVITY AND EXTENDING PERPENDICULAR TO THE LONGITUDINAL AXIS OF SAID SHANK, SAID CONNECTION PIN PASSING CENTRALLY BETWEEN SAID ABUTMENT SURFACE AND REARWARD SURFACE OF SAID CAVITY AND BETWEEN THE UPPER AND LOWER WALLS OF SAID CAVITY, AND A CONNECTOR BAR HAVING TWO SIMILAR PORTIONS OUTWARDLY FROM THE CENTER THEREOF ADAPTED TO HAVE ONE PORTION THEREOF RETAINED WITHIN SAID CAVITY BY SAID CONNECTION PIN AND THE OTHER PORTION EXTENDING FROM SAID CAVITY AND RECEIVABLE BY AN ADJACENT COUPLER HEAD, EACH OF SAID PORTIONS OF SAID CONNECTOR BAR HAVING A HORIZONTALLY DISPOSED SLOTTED OPENING CENTRALLY THEREIN FORMING A BEARING SURFACE, SAID CONNECTOR BAR ALLOWING HORIZONTAL MOVEMENT WITH RESPECT TO SAID CONNECTION PIN, SAID CONNECTOR BAR BEING SHORTER THAN THE COMBINED DEPTH OF THE ADJACENT COUPLER CAVITIES SO THAT THE ABUTMENT SURFACES OF ADJACENT COUPLER HEAD WILL ENGAGE BEFORE THE ENDS OF SAID CONNECTOR BAR ABUT WITH THE REARWARD SURFACES OF SAID CAVITIES DURING BUFF CONDITIONS, SAID HEAD BEING ROTATABLE IN A HORIZONTAL PLANE WITH RESPECT TO AN ADJACENT COUPLER, ROTATION BEING LIMITED BY ENGAGEMENT OF ADJACENT PORTIONS OF SAID ABUTMENT SURFACES AND ADJACENT HEADS TOGETHER WITH ENGAGEMENT OF A PORTION OF THE REARWARD SURFACES OF SAID CONNECTION PIN AGAINST THE REARWARD SURFACE OF SAID BEARING SURFACE, SAID HEAD BEING ROTATABLE IN A VERTICAL DIRECTION, ROTATION BEING LIMITED BY ENGAGEMENT OF CORRESPONDING PORTIONS OF SAID ABUTMENT SURFACES OF ADJACENT HEADS ALONG WITH ENGAGEMENT OF THE REARWARD SURFACE OF SAID CONNECTION PIN AGAINST THE REARWARD PORTION OF SAID ELONGATED BEARING SURFACE, SAID HEAD PROVIDING COMPENSATION FOR VERTICAL OFFSET BETWEEN COUPLER HEADS, OFFSET BEING LIMITED BY ENGAGEMENT OF THE BOTTOM OF SAID CONNECTOR BAR WITH SAID BOTTOM WALL OF SAID CAVITY REARWARDLY OF SAID CONNECTION PIN AND ENGAGEMENT OF THE TOP OF SAID CONNECTOR BAR WITH THE TOP WALL OF SAID CAVITY FORWARDLY OF SAID CONNECTION PIN IN THE LOWER COUPLER, AND BY ENGAGEMENT OF THE OPPOSITE END OF SAID CONNECTOR BAR WITHIN THE ADJACENT COUPLER HEAD WHEREIN THE TOP OF SAID CONNECTOR BAR IS IN ENGAGEMENT WITH THE TOP WALL OF SAID CAVITY REARWARDLY OF SAID CONNECTION PIN AND BY ENGAGEMENT OF THE BOTTOM OF SAID CONNECTOR BAR WITH THE BOTTOM WALL OF SAID CAVITY FORWARDLY OF SAID CONNECTION PIN IN THE UPPER COUPLER. 